JP2005145342A - Controlling device for electric power steering unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controlling device for electric power steering unit issuing smaller motor noise during weaker field control for motor regulation, which is used to improve the feeling of handle steering. <P>SOLUTION: In the case of high car speed, no problem arises when conventional weaker magnetic field control is applied to the motor, because the noise due to tire-road surface friction and whistling sound of the car body are substantial. If the car speed is low, noise generated by the motor is felt to be relatively large, so that weaker field control than the conventional weaker control level is made to reduce motor noise further so as to match the car speed. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for an electric power steering device, and more particularly, to a control device for an electric power steering device for reducing motor noise.

  An electric power steering device for energizing an automotive steering device with an auxiliary load by the rotational force of a motor is used to energize an auxiliary load on a steering shaft or a rack shaft by a transmission mechanism such as a gear or a belt via a speed reducer. It is supposed to be. A simple configuration of such an electric power steering apparatus will be described with reference to FIG. A shaft 102 of the steering handle 101 is connected to a tie rod 106 of a steering wheel via a reduction gear 103, universal joints 104a and 104b, and a pinion rack mechanism 105. The shaft 102 is provided with a torque sensor 107 that detects the steering torque of the steering handle 101, and a motor 108 that assists the steering force of the steering handle 101 is connected to the shaft 102 via the reduction gear 103. Yes.

  For such an electric power steering apparatus, the control of the motor 108 is very important, and it is necessary to control the motor 108 according to the steering operation, the vehicle speed, and the like. For example, FIG. 8 is a control block diagram of the motor 108 using vector control which has been well known in the past.

  The control block diagram will be described. The torque command value Tref calculated by the torque command value calculation unit 220 serving as torque command value calculation means based on the steering torque Tr detected from the torque sensor 107, and the electrical angle of the motor 108. The rotation angle θ and the angular velocity ω are input to a current command value calculation unit 204 that is a current command value calculation means. The current command value calculation unit 204 calculates the q-axis component current command value Iqref and the d-axis component current command value Idref. Normally, the current command value Iqref is proportional to the torque command value Tref, and the current command value Idref is 0 (usually Idref = 0). On the other hand, an angle detector is installed to detect the rotation angle θ of the motor 108, and there are an encoder and a hall sensor as the angle detector. Since the signal output from the resolver 201 does not immediately indicate the rotation angle θ, a position detection circuit 202 for performing arithmetic processing is necessary, and an RDC circuit or the like is used for the resolver 201. When the rotation angle θ output from the position detection circuit 202 is input to the differential operation unit 203, the angular velocity ω is calculated. The rotation angle θ and the angular velocity ω are used in the control described later.

  This control block diagram uses feedback control as an example, and it is necessary to detect and feed back the actual motor currents Ia, Ib, and Ic of the motor 108 with respect to the current command values Iqref and Idref described above. Specifically, motor currents Ia, Ib, and Ic are detected by current detectors 205-1, 205-2, and 205-3, and motor current Iq, Converted to Id. For this conversion, the rotation angle θ of the motor described above is used. Next, the motor currents Iq and Id are fed back to the subtraction units 207-1 and 207-2, respectively, and the subtraction unit 207-1 calculates the deviation ΔIq between the current command value Iqref and the motor current Iq, and the subtraction unit 207-2. The deviation ΔId between the current command value Idref (usually Idref = 0) and the motor current Id is calculated.

  In order to eliminate these deviations, they are input to the proportional-integral (PI) calculation unit 208, and the voltage command values Vd and Vq are output. Since the actual motor 108 needs to supply a three-phase current, the voltage command values Vd and Vq are converted into three-phase voltage command values Va, Vb and Vc by the two-phase / three-phase converter 209. The PWM control unit 210 generates a PWM control signal based on the voltage command values Va, Vb, and Vc, and the inverter circuit 211 supplies a current to the motor 108 based on the PWM control signal, and the deviation between the current command values Iqref and Idref. Motor currents Ia, Ib, and Ic are supplied so that there is no more.

  The control described above is the basic control for the motor 108, but the capacity of the motor 108 is limited. When the steering wheel is steered at a high speed, the motor power is insufficient. There is a case where high speed rotation is realized and the power is controlled constant. In order to realize such control, a control method called field weakening control is used. Normally, the d-axis current command value Idref = 0 is equivalent to Idref = 0 in the case of field weakening control. The d-axis current command value Idref is a current component corresponding to the field magnetic flux, and increasing the d-axis current command value Idref in the negative direction is equivalent to weakening the field magnetic flux on the d-axis. When the field magnetic flux is weakened, the counter electromotive force is reduced, so that the motor can be rotated at a higher speed. Such field-weakening control is executed to improve the handle steering feeling even during rapid steering.

  Specifically, when the field-weakening control is realized by the advance control of the vector control, a two-phase / three-phase operation is performed based on the advance angle Φ calculated by the advance calculation unit 212 described in detail later in FIG. In the conversion unit 209, Formula 1 is executed for the voltage command values Vd and Vq, and the voltage command values Va, Vb, and Vc are calculated.

この数１の式において、角度Φだけ進角されることにより、界磁を弱めるための電流指令値（ｄ軸電流指令値）が演算されたことになる。つまり、進角制御において、界磁を弱めるための界磁電流指令値とは、進角の角度Φを意味する。つまり、電圧指令値Ｖａ，Ｖｂ，Ｖｃにおいて、角度Φによって発生する成分が界磁を弱める作用を発生させている。

In the equation (1), the current command value (d-axis current command value) for weakening the field is calculated by being advanced by the angle Φ. That is, in the advance angle control, the field current command value for weakening the field means the advance angle Φ. That is, in the voltage command values Va, Vb, and Vc, the component generated by the angle Φ generates an action of weakening the field.

  Next, a specific calculation method of the advance angle Φ will be described with reference to FIG. The base angular velocity ωb is calculated in the conversion unit 212a with the torque command value Tref as an input, while the mechanical angular velocity ωm is calculated in the mechanical angle calculation unit 212b that receives the angular velocity ω of the motor 108 calculated in the differential calculation unit 203. In the arccos calculation unit 212c, the angle Φ is calculated based on the angle Φ = arccos (ωm / ωb). As can be seen from the equation of angle Φ = arccos (ωm / ωb), the angle Φ is a value that appears for the first time when the mechanical angular velocity ωm of the motor becomes higher than the base angular velocity ωb, in other words, the mechanical angular velocity ωm of the motor. Field weakening control is executed when becomes higher than the base angular velocity ωb.

  The above-mentioned control is the basic of field weakening control, but in order to make this field weakening control various improvements, and to make an electric power steering device with a good handle steering feeling at any time under various steering operation and vehicle speed conditions, Weak field control is also applied to handle operations and changes in vehicle speed.

  For example, Patent Document 1 provides an improvement in which the current command value Idref is adjusted according to the vehicle speed with respect to the d-axis current command value Idref. The improvement content is to secure the output torque of the motor as much as possible. When the vehicle speed is high, the current command value Idref of the q-axis proportional to the output torque is made larger than the current command value Idref when the vehicle speed is not taken into consideration. The improvement method to use is used. In other words, when the vehicle speed is low, the current command value Idref is kept as normal, and the current command value Idref is decreased as the vehicle speed increases to secure the output torque as much as possible to improve the steering feeling. doing.

Japanese Patent Laid-Open No. 2003-40128

  As described above, controlling the d-axis current command value Idref is very important for improving the performance for improving the handle steering feeling of the electric power steering apparatus, but on the other hand, it affects the field current. There is a problem that the noise generated by the motor increases as the applied d-axis current Id increases. By the way, the noise in the vehicle is caused not only by the noise generated by the motor of the electric power steering apparatus but also by the noise generated between the tire and the road surface or the wind noise of the vehicle body. The noise generated between the tire and the road surface and the noise such as the wind noise of the vehicle body have a characteristic of increasing as the vehicle speed increases. In other words, when the vehicle speed is low, the motor noise generated by the current command value Idref greatly affects the noise in the vehicle, and when the vehicle speed is high, the noise due to factors other than the motor is large. There is a circumstance that does not greatly affect.

  The present invention has been made for the above-mentioned circumstances, and an object of the present invention is to reduce the motor noise caused by the field weakening control while using the field weakening control for improving the steering feeling. It is an object of the present invention to provide a control device for a small number of electric power steering devices.

  The present invention includes a motor that applies a steering assist force to a steering mechanism, torque command value calculation means that calculates a torque command value based on a steering torque generated on a steering shaft, a rotation angle of the motor, and a torque command value. The present invention relates to a control device for an electric power steering device that includes a current command value calculation means for calculating a current command value based on the rotation angle and drives the motor based on the current command value. The object is achieved by including a vehicle speed sensor and calculating a field current command value that weakens the field of the motor based on the vehicle speed. Further, the above object of the present invention is achieved by calculating the advance angle control angle Φ in response to the vehicle speed when the field current command value is calculated by the advance control of the vector control. . Also, the object of the present invention is achieved by calculating the field current command value Idref in response to a vehicle speed when the field current command value is calculated by a vector control d-axis current command value Idref. Is done. The above-mentioned object of the present invention is achieved by multiplying the angle Φ by a vehicle speed sensitive gain K (where 0 <K <1) that increases as the vehicle speed increases. The above object of the present invention is achieved by multiplying the d-axis current command value Idref by a vehicle speed sensitive gain K (where 0 <K <1) that increases as the vehicle speed increases.

  According to the present invention, when the vehicle speed is slow, by reducing the current command value of the field weakening control that generates the motor noise, the generation of the motor noise can be reduced and the noise in the vehicle can be suppressed, and the vehicle speed is high. Because the noise other than the motor noise is large and the motor noise is not worrisome, it is possible to provide an electric power steering device control device that can ensure steering with a good feeling without reducing the current command value of field weakening control There is.

  A preferred embodiment of the present invention will be described with reference to the drawings. Those having the same numbers as those used in the prior art have the same functions.

  FIG. 1 shows an embodiment using the present invention, and a field current command value for weakening a field of a vehicle speed sensitive gain K (hereinafter referred to as gain K) according to a vehicle speed Vs detected by a vehicle speed sensor 30. This is an example in which the angle K · Φ, which is a new field current command value for weakening the field calculated again by multiplying the angle Φ, is used. The advance angle calculation unit 212-1 of the present invention is replaced with the advance angle calculation unit 212 of FIG. 9, and is applied to the control block diagram of FIG. The difference between the advance angle calculation unit 212-1 and the conventional advance angle calculation unit 212 is that an angle Φ which is an output of the arcos calculation unit 212c of the advance angle calculation unit 212 and a vehicle speed Vs which is an output of the vehicle speed sensor 30 are input. The gain map 10 is connected, and the new angle K · Φ becomes the output of the gain map 10, that is, the new angle K · Φ becomes the output of the advance angle calculation unit 212-1. The gain map 10 receives the vehicle speed Vs detected by the vehicle speed sensor 30 and the angle Φ which is the output of the advance angle calculation unit 212, and outputs K · Φ multiplied by the gain K. The gain K has a characteristic of increasing from 0 to 1 as the vehicle speed Vs increases. For example, when the vehicle speed Vs is 0 km / h, K = 0, when the vehicle speed is 30 km / h, K = 1, and when the vehicle speed Vs is 0 km / h or more and 30 km / h or less, K takes a value between 0 and 1. Therefore, the angle Φ calculated and output by the advance angle calculation unit 212 is input to the gain map 10, and the gain map 10 sets the gain K determined in response to the vehicle speed Vs output from the vehicle speed sensor to the angle Φ. The multiplied angle K · Φ is calculated. That is, the advance angle calculation unit 212-1 outputs a new angle K · Φ.

  The control of the control block diagram shown in FIG. 8 to which the advance angle calculation unit 212-1 is applied executes the following control. First, when the angular velocity ω of the motor is lower than the base angular velocity ωb, the angle Φ that is the output of the arccos calculation unit 212C is 0, so the angle K · Φ that is the output of the advance angle calculation unit 212-1 is also 0, so the field weakening control is executed. The present invention is not applied because the motor does not cause noise.

  However, when the angular velocity ω becomes faster and the mechanical angular velocity ωm obtained by converting the angular velocity ω becomes higher than the base angular velocity ωb, Φ, which is the output of the arcos calculator 212C, has a non-zero value. Since the field weakening control by Φ was executed, when the vehicle speed Vs was slow and the noise other than the motor noise was small, the motor noise caused by the field weakening control was felt annoying. However, the advance angle for determining the current component of the field weakening control is changed from the conventional Φ to K · Φ by the action of the gain map 10 of the advance angle calculation unit 10 of the present invention.

  Therefore, when the vehicle speed Vs is slow, K takes a value close to 0 and is smaller than the conventional angle Φ, and the current component of field weakening control becomes smaller than the conventional one, so that motor noise is reduced and vehicle interior noise is reduced. Has an excellent effect. When the vehicle speed Vs is high, the value of the gain map K takes a value close to 1, and the difference between the conventional angle Φ and the new angle K · Φ of the present invention is small and little change, but noise generated by other than the motor Therefore, even if the motor generates noise, the influence is small. In other words, when the vehicle speed is high, noises other than the motor are loud, so field-weakening control is prioritized and the steering wheel steering feeling is prioritized.

  Unlike the typical vector control of the first embodiment, the second embodiment uses the concept of vector control in the middle of determining the current command value, but the final current command value is a three-phase current command value Iaref, Ibref, In an embodiment in which the present invention is applied to a control method called pseudo vector control (hereinafter referred to as PVC control) in which Icref is calculated and the motor current to be fed back is also set to three phases Ia, Ib, and Ic. is there.

  First, conventional PVC control will be described with reference to FIGS.

  First, in FIG. 2, when the rotation angle θ output from the position detection circuit 202 that receives the output of the resolver 201 is input to the differential operation unit 203, the angular velocity ω is calculated.

  Next, the current command value calculation unit 300 that determines the current command values Iaref, Ibref, and Icref will be described. The torque command value Tref, the angular velocity ω, and the rotation angle θ are input to the current command value calculation unit 300. First, the conversion unit 301 calculates the back electromotive voltages ea, eb, and ec using the angular velocity ω and the rotation angle θ as inputs. . The rotation angle θ and the counter electromotive voltages ea, eb, and ec are input to be converted into d-axis and q-axis counter electromotive voltages ed and eq by the three-phase / two-phase converter 302. The q-axis current command value calculation unit 303 determines the current command value Iqref with the back electromotive voltages ed, eq, the torque command value Tref, the angular velocity ω and the d-axis current command value Idref described later as inputs.

  That is, the q-axis current command value calculation unit 303 calculates Iqref = 2/3 (Tref × ω−ed × Idref) / eq.

  On the other hand, the d-axis current reference value Idref is a field current command value that weakens the field, and is calculated by the d-axis current command value calculation unit 305 using the torque command value Tref and the angular velocity ω as inputs. Will be described later in detail with reference to FIG.

  Finally, the current command values Iref and Idref and the rotation angle θ are input to the two-phase / three-phase converter 304, and the three-phase current reference values Iavref, Ibvref, and Icvref are converted.

  The control after the three-phase current reference values Iavref, Ibvref, and Icvref are calculated is quite general feedback control. That is, each phase current Ia, Ib, Ic of the motor 108 is detected by the current detection circuits 205-1, 205-2, 205-3, and the three-phase current is detected by the subtraction circuits 207-3, 207-4, 207-5. Deviations from the reference values Iavref, Ibvref, and Icvref are calculated, and the deviations are input to the PI control unit 208. The PI control unit 208 calculates the voltage command values Va, Vb, and Vc so that the deviation is zero, and executes feedback control. With the voltage command values Va, Vb, and Vc as inputs, the PWM controller 210 calculates a PWM gate signal to the inverter circuit 211. The inverter circuit 211 is PWM-controlled by the gate signal, and the phase currents Ia, Ib, and Ic are Control is performed so that a current flows through the motor 108 so as to have current reference values Iavref, Ibvref, and Icvref.

  Here, the d-axis current command value calculation unit 305 will be described again with reference to FIG. First, the torque command value Tref is input to the conversion unit 305a, and the base angular velocity ωb is calculated. On the other hand, the mechanical angle calculation unit 305b receives the angular velocity ω and outputs the mechanical angular velocity ωb converted into a mechanical angle. The arcos calculator 305c receives the base angular velocity ωb and the mechanical angular velocity ωm, executes the angle Φ = arccos (ωb / ωm), and outputs the angle Φ. Next, the sin operation unit 305d receives the angle Φ and outputs sin Φ.

  On the other hand, using the torque command value Tref as an input, the torque coefficient calculation unit 305e calculates a reference current Iqb that satisfies the reference current Iqb = (Tref / Kt). Here, Kt is a torque coefficient. The absolute value calculator 305f takes the reference current Iqb as an input and takes the absolute value to output the absolute value | Iqb | of the reference current. Finally, the multiplication unit 305g inputs sinΦ and | Iqb |, which are outputs from the sin calculation unit 305, and outputs a d-axis current command value Idref as Idref = − | Iqb | · sinΦ.

  As a result, the d-axis current reference value Idref is calculated by the d-axis current command value calculation unit 305 at Idref = − | Tref / Kt | · sin (arcos (ωb / ωm)) = − | Iref | · sin (arccos (ωb / Ωm)).

  As can be seen from (arccos (ωb / ωm) in the expression representing Idref, when the motor angular velocity ωm of the motor becomes higher than the base angular velocity ωb, Idref which is a field current command value for weakening the field is a value. That is, field weakening control is executed when the mechanical angular velocity ωm of the motor becomes higher than the base angular velocity ωb.

  An embodiment in which the present invention is applied to motor control using such PVC control will be described with reference to FIG. A d-axis current command value calculation unit 305-1 of FIG. 4 is a d-axis current command value calculation unit to which the present invention is applied. Instead of the conventional d-axis current command value calculation unit 305 of FIG. It is provided for PVC control in the control block diagram. A value K · Idref obtained by multiplying the conventional d-axis current command value Idref by the gain K indicated by the gain map 20 becomes a new d-axis current command value, and field weakening control is executed.

  Specifically, the d-axis current command value Idref that is the output of the multiplication unit 305g of the conventional d-axis current command value calculation unit 305 and the vehicle speed Vs that is the output of the vehicle speed sensor 30 are input to the gain map 20, and new The d-axis current command value K · Idref is calculated. The gain map 20 basically has the same characteristics as the gain map 10. That is, the gain K has a characteristic of increasing from 0 to 1 as the vehicle speed Vs increases. For example, when the vehicle speed Vs is 0 km / h, K = 0, when the vehicle speed is 30 km / h, K = 1, and when the vehicle speed Vs is 0 km / h or more and 30 km / h, K takes a value between 0 and 1.

  The operation and effect of the gain map 20 having such characteristics are as follows in the PVC control of the motor constituted by FIGS. 2 and 4. First, when the mechanical angular velocity ωm of the motor is lower than the base angular velocity ωb, since the output φ of the arcos calculation unit 305c is 0 in the d-axis current command value calculation unit 305-1, sinΦ = 0 and Idref = − | Since Iqb | · sinΦ = 0, K · Idref, which is the output of the d-axis current command value calculation unit 305-1, is also 0, and the field-weakening control is not executed. Therefore, although the effect of the gain K of the present invention is not exhibited, there is no problem because the field weakening control is not executed and the motor noise due to the d-axis current is not generated.

  However, when the mechanical angular velocity ωm becomes faster and faster than the base angular velocity ωb, the angle Φ, which is the output of the arcos calculation unit 305c, is not 0 and the value of sin Φ is between 0 and 1, so the output of the multiplication unit 305g The value Idref = − | Iqb | · sinΦ is generated to execute field-weakening control. Conventionally, field-weakening control has been executed regardless of the vehicle speed Vs. Therefore, when the vehicle speed Vs is slow and there is little noise other than motor noise, the motor noise caused by the d-axis current is felt annoying. However, due to the action of the gain map 20 indicating the value of the vehicle speed sensitive gain K of the present invention, the d-axis current for field weakening control is newly changed from conventional Idref to K · Idref, and the vehicle speed is slow (for example, 30 km / h). In the case of the following), the value of the gain K is 1 or less and becomes smaller as the vehicle speed is slower, so the new d-axis current is smaller than the conventional d-axis current value. Therefore, even when the vehicle speed is slow and the interior of the vehicle is relatively quiet, the d-axis current is smaller than before and the motor noise is reduced. Therefore, there is an excellent effect that the interior of the vehicle can be kept quiet when the vehicle speed is slow. .

  On the other hand, when the vehicle speed Vs is high, for example, 30 km / h or more, the value of the gain map K is 1, and the conventional d-axis current Idref and the new d-axis current K · Idref are equal. Therefore, the field weakening control by the same d-axis current value as in the prior art is executed, so the motor noise by the field weakening control is generated as much, but when the vehicle speed is fast, the noise generated by other than the motor is large, so the motor noise is not anxious. . In other words, when the vehicle speed is high, noises other than the motor are loud, so field-weakening control is prioritized and the steering wheel steering feeling is prioritized.

  FIG. 5 illustrates the field-weakening control region that varies depending on the vehicle speed when the present invention is used. The gain K is 0 when the vehicle speed Vs is 0 km / h, is 1 when the vehicle speed Vs is 30 km / h, and takes a value between 0 and 1 when the vehicle speed Vs is between 0 km / h and 30 km / h. To do. When the vehicle speed Vs is 30 km / h, the field weakening control is the same as in the conventional case. However, when the vehicle speed Vs is 30 km / h, the field weakening control is executed weaker than before. In other words, when the vehicle speed is slow, the control is focused on the suppression of motor noise rather than the good steering feeling.

  FIG. 6 is a diagram showing a modification of the gain map showing the value of the vehicle speed sensitive gain K that changes in response to the vehicle speed Vs. FIG. 6A shows that the gain K generates a value of 0 or more from the time when the vehicle speed Vs is 0 km / h, and the gain K increases parabolically as the speed increases, and at a predetermined vehicle speed, for example, 30 km / h, = 1, and at higher speeds, the gain map maintains K = 1.

  FIG. 6B shows that the gain K is not 0 even when the vehicle speed is 0 km / h, but has a certain value, for example, K = 0.3, and a d-axis current for field-weakening control is secured to some extent to reduce motor noise. As well as ensuring good handle steering feeling through field-weakening control.

  FIG. 6C shows that, until the vehicle speed reaches a certain level, for example, up to 5 km / h, K = 0 and field weakening control is not executed, and when the speed becomes 5 km / h or higher, a gain K value of 0 or more is generated. The gain K is increased as the vehicle speed increases. For example, when the vehicle speed reaches 30 km / h, K = 1, and K = 1 is maintained at higher speeds.

  Thus, the characteristics of the gain map can be determined based on the balance between the motor noise and the steering wheel feeling.

  It goes without saying that the adjustment of the amount of d-axis current corresponding to the vehicle speed described above can be realized by hardware or software. Further, the control to which the present invention is applied is not limited to the feedback control and PVC control described in the embodiments. Even general vector control as in Patent Document 1 is applicable.

  As described above, according to the present invention, when the vehicle speed is slow and the noise generated by other than the motor is small, the d-axis current Idref, which is field weakening control, is made smaller than the conventional one to suppress the motor noise and reduce the noise in the vehicle. When the vehicle speed is high and the noise generated by the motor other than the motor is large, an excellent effect of providing steering with good feeling can be expected even for sudden steering of the steering wheel by executing field-weakening control as usual.

It is a control block diagram of advance angle control for field weakening control of the present invention. It is a control block diagram of pseudo vector control. It is a control block diagram of field weakening control of pseudo vector control. It is a control block diagram which applied this invention to field weakening control of pseudo vector control. It is a figure which shows the effect which applied this invention to field-weakening control. It is a figure which shows the modification of the gain map of this invention. It is a block diagram of an electric power steering device. It is a control block diagram of conventional vector control. It is a control block diagram of the advance angle control for the conventional field weakening control.

Explanation of symbols

204 Current command value calculation unit 220 Torque command value calculation unit 212-1 Advance angle calculation unit 10 Gain map 300 Current command value calculation unit 305-1 d-axis current command value calculation unit 20 Gain map 30 Vehicle speed sensor

Claims (5)

A motor for giving a steering assist force to the steering mechanism, a torque command value calculating means for calculating a torque command value based on a steering torque generated in the steering shaft, and a current command based on the rotation angle of the motor and the torque command value A control device for an electric power steering device that includes a current command value calculating means for calculating a value, and that drives the motor based on the rotation angle and the current command value;
A control apparatus for an electric power steering apparatus, comprising a vehicle speed sensor, and calculating a field current command value for weakening a field of the motor based on the vehicle speed. 2. The control device for an electric power steering apparatus according to claim 1, wherein when the field current command value is calculated by an advance angle control of a vector control, the angle Φ of the advance angle control is calculated in response to the vehicle speed. The control of the electric power steering device according to claim 1, wherein when the field current command value is calculated by a d-axis current command value Idref of vector control, the d-axis current command value Idref is calculated in response to a vehicle speed. apparatus. The control device for an electric power steering apparatus according to claim 2, wherein the angle Φ is multiplied by a vehicle speed sensitive gain K (where 0 <K <1) that increases as the vehicle speed increases. 4. The control device for an electric power steering apparatus according to claim 3, wherein the d-axis current command value Idref is multiplied by a vehicle speed sensitive gain K (where 0 <K <1) that increases as the vehicle speed increases.

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